Rail-lock.



P mm 0 L E R m APPLICATION FILED JULY 22, 1904.

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fg azmw No. 772,621. PATENTED 0011s, 1904.,

R. H. REID.

RAIL LOCK. APPLICATION I ILBD JULY 22, 1904.

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UNITED STATES Patented October 18, 1904.

PAT NT OF C ROBERT H. REID, OF CLEVELAND, OHIO, ASSIGNOR- TO THE LAKESHORE AND MICHIGAN SOUTHERN RAILWAY COMPANY, OF CLEVELAND, OHIO,

A CORPORATION OF OHIO.

RAIL-LOCK.

, SPECIFICATION forming part of Letters Patent No. 772,671,dated-0ctober 18, 1904.

Application filed July 22, 1904.

a similar position adjacent to the rail end and by being shiftedlengthwise to lock the rail end to the alined rail on the abutment whenthe bridge is closed. To form a continuous support for the car-wheelsacross the gap be tween such alined rails, I provide a Wear-strip on theupper surface of the rail-lock. This Wear-strip is made of hardenedsteel to reduce the Wear, and it is further made removable, so

that when worn it can be easily replaced.

The rail-lock is so designed that it may be very easily and simplymachined to fit the rail with therequired snugness Without unduebinding. The meansby which these results are attained constitute thepresent invention, which may be most conveniently summarized asconsistingof the combination of parts hereinafter more fully described,and definitely set out in the-claims.

In the drawings, which fully illustrate my invention, Figure 1 is a planof the rail-lock in place on a rail. Fig. 2 is 'a side elevation of therail-lock on a reduced scale. Fig. 3 is an. end view of the lock withthe rail in place.

Fig. 4 is a cross-section of the main frame ofthe lock by itself.

Fig. 5 is a perspective View of the key for holding the wear-strip inposition. Fig. 6 is an end view, and Fig. 7' is a plan, of my rail-lockadapted for use with two rails side by side employed when the trackforms a guantlet on the bridge. Fig. 8 is a side elevation, and Fig. 9is an end view, of the wear-strip alone.

. Referring to the drawings by letters, A represents arail suitablycarried on a drawbrid'ge or similar structure H. A (shown in Figs.

6 .of the frame slide. adapted to be located on a drawbridge or in athrough the opposite wallof the frame to allow the insertion andupsetting of the rivets.

Serial No. 217,674. (No model.)

1 and 2) represents the rail on. the abutment G, with which thedrawbridge-rail is adapted toaline and be locked. Embracing the rail Aon the drawbridge, near the end thereof, is the lock B. This lock has amain framein the form of a casting 6, extending beneath the rail and uponto each side thereof. .It rests on a plate C, bolted to the drawbridgeand having undercut ways in which projectingedge ribs The rail-lock ismade to embrace the rail with considerable snugness, but still I looseenough so that the lock may be shifted longitudinally. In order that thelock may be conveniently machined to accomplish this dejsired fit, Imake its main frame with a large :opening in it, as indicated in Fig. 4,allowing 2 the necessary room for tools which do the machining, and Itake up as much of this space as is necessary for the rail by a block 72which is machined to fit the rail and is slid lengthi wise into theframe 6, having a dovetailedconnection therewith, as indicated at 6 WhenI in place, this block b is held by rivets b pass-v ing across it andthe frame. In the construction shown in Figs. 1 to 4 these rivets arelocated horizontally, and an opening 6 is made In the form shown inFigs. 6 and 7.,the rivets are placed vertically, passing across theframe and the members 6 at the dovetailed junction thereof. 8o

1 The constructioniabove. described allows the surfaces b 'and Z2 of theframe and filling.- block which bearagainst the rail to be convenientlymachined to give .just the desired fit. This constitutes one, of thefeaturesof the present invention.

- Projecting laterally from the frame 6 are a pair of studs 5, on whichtake a pair of links. D, which extend backward along the drawbridge tothe operating mechanism. This operating mechanism is indicated in Fig.2'by rocker-arms D, connecting to the links D and keyed to a shaft Dlocated upon the drawbridge. It will be seen that the rocking of theshaft D will result in shifting the raillock longitudinal of the rail A,so that it may pass over the end of the alined rail A, securely lockingthe two together.

In order to bridge the gap between the rails which the lock connects, sothat the carwheels will havea smooth surface to run over, I provide awear-strip E, carried by the lock adjacent to the ball of the rail. Thiswearstrip at its middle portion is somewhat higher than the rail andthen inclines downward gradually in each direction to a point below thesurface of the rail, as shown in Fig. 2. When the lock is in activeposition, this wearstrip bridges the gap, and by forming a surface uponwhich the outer portion of the tread of the wheels may run prevents thejar to the train and the hammering down of the ends of the rails, whichwould otherwise result. The wear-strip is made higher at its center thanthe rails, so that it may be considerably worn and still be efiective.It tapers down below the surface of the rail, so that the outermostportion of the wheel (which sometimes projects downvvard beyond the moreworn tread, producing what is known as an outside flange) may easily runonto the wear-strip.

The wear-strip E is made of hardened steel to reduce the wear as much aspossible; but since it wears out more rapidly than the rest of thestructure I make the wear-strip removable, though securely held when inplace. I accomplish this by having on the under side of the wear-strip adovetailed rib which seats in a dovetail groove in the frame, thewear-strip being slidinto placelongitudinally. To prevent its shiftinglengthwise, I provide a pair of keys F, which slide into transverse waysin the frame across the opposite ends of the wear-strip.

The upper portion of the wear-strip continues at 6' across the top ofthe keys F. These keys being shoved laterally into place beyond the endsof the wear-strip and below the portion a hold the wear-strip againstlongitudinal movement and are themselves held against verticaldisplacement by the overhanging portions e of the wear-strip. The keysslide between the ears 6", formed on the frame, and when in place arelocked by cotter-pins f, passing through such ears and through holes fin the keys. This arrangement securely holds the wear-strip in place,while the removal of the cotter-pin allows the removal of the keys andthe removal of the keys allows the removal of the wear-strip. Thiswear-strip so arranged as to bridge the gap when in use, being securelylocked to the rail-lock, but being easily removable for replacement, isan important feature of the present invention.

I claim 1. A rail-lock adapted to be located adjacent to a rail end,mechanism for shifting the rail-lock to lock alined rails, and awear-strip carried by said lock to bridge the gap between such rails.

2. A rail-lock adapted to be located adjacent to a rail end, mechanismfor shifting the rail-lock to lock alined rails, and a rub-plate carriedby said lock to bridge the gap between such rails, said wear-strip beingremovably held to the lock.

- 3. The combination of a rail-lock adapted to embrace a rail near toits end and he slid longitudinally to lock with an alined rail, and awear-strip removably carried by said lock and adjacent to the ball ofthe rail.

4. The combination of a lock adapted to embrace a rail near. its end andlock with an alined rail, and a wear-strip removably carried by saidlock, said wear-strip being on the outer side of the rail and rising atits center above the rail and tapering downward at its ends to pointsbelow the rail.

5. The combination of a rail-lock, a wearstrip longitudinally dovetailedthereto, and a cross-key for preventing longitudinal movement of thewear-strip.

6. The combination of a rail-lock adapted to embrace a rail, said lockhaving on its upper surface a longitudinal undercut groove, a wear-striphaving on its under surface a flaring rib adapted to engage in saidgroove, and a cross-key seating in said lock and engaging thewear-strip.

7 The combination of a rail-lock adapted to embrace a rail, a wear-stripseating on said lock and longitudinally dovetailed thereto, a cross-keyseating in said lock and engaging the wear-strip, a pair of cars on thelock between which said key lies, and a locking-pin passing through saidears and key.

8. The combination of a frame, a wear-strip seating thereon and having alongitudinallydovetailed engagement therewith, keys seating in the framenear the opposite ends of the wear-strip for preventing its longitudinalmovement, said wear-strip overhanging the keys to prevent their verticaldisplacement.

9. The combination of a frame having an undercut groove on its uppersurface, a wearstrip having a flaring rib on its under surface seatingin said groove, keys seating in the frame at the opposite ends of thewear-strip for preventing its longitudinal movement, said wear-stripoverhanging the keys to prevent their verticaldisplacement, pins forlocking said keys to said frame, and mechanism for shifting said frameand wear-strip as a whole.

10. In a rail-lock, in combination, a frame having an opening in it, onewall of which presents a surface of contour corresponding to one side ofthe rail and the other wall of which is some distance away, and afillingblock occupying said opening and secured to the other wall of theframe and having its free side of .a contour corresponding to the rail.

11. In a rail-lock, in combination, a frame having an opening in itbetween upright Walls, a filling-block occupying said opening andsecured to one of the Walls of the frame and having its free side of acontour corresponding to the rail, said'fil'ling-block having adovetailed connection with such wall of the frame, and means forpreventing longitudinal movement of the filling-block.

12. In a rail-lock, in combination, an integral casting having anopening in it, one Wall of which has a contour corresponding to one sideof the rail and the other wall of which is some distance away, afilling-block occupying said opening and secured to theother Wall of theframe and, havingits free side of a contour corresponding tothe rail,said fillingblock having a dovetailed connection with said frame, andrivets located partly in the filling-block and partly'in the frame forholding said two parts rigidly together.

13. In a rail-lock, in combination, a frame adapted to extend beneath arail and having walls extending up onto opposite sides thereof, one-ofsaid walls carrying a surface of contour corresponding to one side ofthe rail,- the other Wall rising substantially from the of, one of saidwalls being formed of a COD? tour corresponding to one side of the rail,the other wall rising substantially from the far edge of the base of therail, a filling-block having a dovetailed engagement with thelast-mentioned wall and having a vertical and lower surface adaptedtoengage the web and I base of the rail, means for holding said fillingblock in place, projecting ribs on the outer sides of said frame at thebase, a slide- Way in which such ribs take, projecting studs onthe-outer sides of the frame above the ribs,

and operating-links'engaging said studs.

In testimony whereof I hereunto aflix my signature in the presence oftwo witnesses.

ROBERT H. REID.

Witnesses:

E. B. GILoHRIsT, E. L. THURSTON.

